U.S. patent number 11,345,193 [Application Number 16/459,787] was granted by the patent office on 2022-05-31 for wheel end assembly with external rotary joint and rotary joint venting mechanism.
This patent grant is currently assigned to Dana Heavy Vehicle Systems Group, LLC. The grantee listed for this patent is Dana Heavy Vehicle Systems Group, LLC. Invention is credited to Lucas A. Balistreri, Shad J. Falls, Jason M. Sidders, Steven G. Slesinski.
United States Patent |
11,345,193 |
Balistreri , et al. |
May 31, 2022 |
Wheel end assembly with external rotary joint and rotary joint
venting mechanism
Abstract
A wheel end assembly for a tire pressure management system
including an axle having an axle end portion and a rotary joint
assembly disposed outboard of the axle end portion. The rotary
joint has a rotary hub, a non-rotating tube spindle at least
partially disposed within the rotary hub, the tube spindle having a
tube spindle hollow central chamber, an air seal provided between
the rotary hub and the tube spindle, and a bearing assembly
provided between the rotary hub and the tube spindle. The bearing
assembly is positioned outboard of the air seal.
Inventors: |
Balistreri; Lucas A. (Bowling
Green, OH), Falls; Shad J. (Perrysburg, OH), Sidders;
Jason M. (Perrysburg, OH), Slesinski; Steven G. (Ann
Arbor, MI) |
Applicant: |
Name |
City |
State |
Country |
Type |
Dana Heavy Vehicle Systems Group, LLC |
Maumee |
OH |
US |
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Assignee: |
Dana Heavy Vehicle Systems Group,
LLC (Maumee, OH)
|
Family
ID: |
1000006340936 |
Appl.
No.: |
16/459,787 |
Filed: |
July 2, 2019 |
Prior Publication Data
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Document
Identifier |
Publication Date |
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US 20200009924 A1 |
Jan 9, 2020 |
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Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
Issue Date |
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62693859 |
Jul 3, 2018 |
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Current U.S.
Class: |
1/1 |
Current CPC
Class: |
B60C
23/00345 (20200501); B60C 23/00363 (20200501); B60C
23/00318 (20200501); B60C 23/0039 (20200501); B60C
23/004 (20130101); B60C 23/009 (20130101); F16C
2326/02 (20130101) |
Current International
Class: |
B60C
23/00 (20060101) |
References Cited
[Referenced By]
U.S. Patent Documents
Foreign Patent Documents
Primary Examiner: Browne; Scott A
Attorney, Agent or Firm: McCoy Russell LLP
Parent Case Text
CROSS-REFERENCE TO RELATED APPLICATIONS
This present application claims priority to and the benefit of the
filing date of the provisional patent application having
Application No. 62/693,859 filed on Jul. 3, 2018, which is
incorporated herein by reference in its entirety.
Claims
What is claimed is:
1. A wheel end assembly for a tire pressure management system,
comprising: an axle having an axle end portion; and a rotary joint
assembly disposed outboard of the axle end portion, the rotary
joint assembly comprising: (i) a rotary hub, (ii) a non-rotating
spindle at least partially disposed within the rotary hub, the
spindle having a first fluid conduit extending therethrough, (iii)
a rotary air seal disposed between the rotary hub and the spindle,
and (iv) a bearing assembly provided between the rotary hub and the
spindle, the bearing assembly being positioned outboard of the
rotary air seal, wherein the rotary hub is coupled to the axle for
rotation therewith.
2. The wheel end assembly of claim 1, wherein the first fluid
conduit has a first end in fluid communication with a port disposed
in the rotary hub.
3. The wheel end assembly of claim 2, wherein the port includes a
first diameter portion and a second diameter portion, and the
spindle extends through the first diameter portion and into the
second diameter portion.
4. The wheel end assembly of claim 1, wherein the rotary hub
includes a first portion coupled to a second portion, the first
portion being positioned outboard of the second portion and
including an inner wall portion that defines an opening and that is
spaced apart from the spindle.
5. The wheel end assembly of claim 1, wherein the rotary air seal
is attached to one of the rotary hub and the spindle and the rotary
air seal is in sealing contact with one of the rotary hub and the
spindle.
6. The wheel end assembly of claim 3, wherein the bearing assembly
is disposed in the first diameter portion and the rotary air seal
is disposed in the second diameter portion.
7. The wheel end assembly of claim 1, wherein the spindle includes
an inlet for receiving pressurized fluid from a second fluid
conduit, wherein the rotary joint assembly permits the axle end
portion to rotate with respect to the second fluid conduit.
8. The wheel end assembly of claim 4, further comprising an annular
dirt excluder disposed around a portion of the spindle and
positioned outboard of the opening to prevent dirt from entering
the rotary joint assembly and to permit pressurized fluid to exit
the rotary joint assembly.
9. The wheel end assembly of claim 7, wherein the second fluid
conduit is in fluid communication with a source of pressurized
fluid and extends from a support member, the support member being
positioned outboard of the second fluid conduit or between a pair
of wheel assemblies.
10. The wheel end assembly of claim 9, wherein the support member
is a fairing.
11. The wheel end assembly of claim 7, wherein the second fluid
conduit is positioned outboard of the rotary joint assembly.
12. The wheel end assembly of claim 1, further comprising an
annular bearing cap disposed on an outboard face of the rotary
hub.
13. A rotary joint assembly with a venting mechanism, the rotary
joint assembly comprising: a rotary hub having a rotary hub inner
surface; a non-rotating spindle at least partially disposed within
the rotary hub, the spindle having a first fluid conduit extending
therethrough; a rotary air seal provided between the rotary hub and
the spindle; and a bearing assembly provided between the rotary hub
and the spindle, wherein the rotary hub inner surface has a bearing
channel formed in the axial direction therein, and wherein the
bearing channel is selectively in fluid communication with
atmosphere, and wherein the spindle includes an inlet for receiving
pressurized fluid from a second fluid conduit, wherein the rotary
joint assembly permits an axle end portion of an axle to rotate
with respect to the second fluid conduit.
14. The rotary joint assembly of claim 13, wherein the spindle
includes an opening configured to receive a pressurized air hose
fitting.
Description
FIELD
The present disclosure relates to a wheel end assembly for use with
a tire pressure management system for a vehicle. More particularly,
the present disclosure relates to a wheel end assembly with an
external rotary joint.
BACKGROUND
Tire pressure management systems for vehicles are used to provide a
vehicle with the versatility to maneuver over differing terrain
types and to reduce maintenance requirements. For example, a
plurality of tires in fluid communication with a tire pressure
management system may be at a pressure which can be lowered to
provide additional traction for the vehicle or raised to reduce the
rolling resistance and increase the fuel efficiency of the vehicle.
Additionally, utilizing a tire pressure management system may
eliminate the need to periodically check and adjust the pressure
within each tire. However, tire pressure management systems are
difficult to install on an axle due to the increased complexities
associated therewith, spacing requirements, and associated
costs.
In addition, because tire pressure management systems almost always
involve pressurized fluid, having venting mechanisms in the system
is important. In particular, rotary joint assemblies used with tire
pressure management systems usually have a venting mechanism to
allow pressurized air that escapes past the air seal to find a way
to atmosphere that does not involve going through the bearing
assembly. Pressurized air can destroy a bearing assembly and result
in costly repairs.
Thus, it would be desirable to provide a tire pressure management
system or rotary joint that includes one or more of the
aforementioned advantages and overcomes the aforementioned
difficulties. The present disclosure describes components and
methods for allowing a tire pressure management system to be routed
and attached to the wheel hub in ways other than on an axle.
SUMMARY
Described herein is a wheel end assembly for a tire pressure
management system including an axle having an axle end portion and
a rotary joint assembly disposed outboard of the axle end portion.
The rotary joint has a rotary hub, a non-rotating tube spindle at
least partially disposed within the rotary hub, the tube spindle
having a tube spindle hollow central chamber, an air seal provided
between the rotary hub and the tube spindle, and a bearing assembly
provided between the rotary hub and the tube spindle. The bearing
assembly is positioned outboard of the air seal.
In some embodiments, the wheel end assembly includes an annular
dirt excluder disposed around a portion of the spindle and
positioned outboard of the opening to prevent dirt from entering
the rotary joint assembly and permit pressurized fluid to exit the
rotary joint assembly.
Also, described herein is a rotary joint with a venting mechanism.
The rotary joint has a rotary hub having a rotary hub inner
surface, a non-rotating tube spindle at least partially disposed
within the rotary hub, the tube spindle having a tube spindle
hollow central chamber, an air seal provided between the rotary hub
and the tube spindle. The rotary hub inner surface has a bearing
chamber channel formed in the axial direction therein, and the
bearing chamber channel is selectively in fluid communication with
atmosphere.
BRIEF DESCRIPTION OF THE DRAWINGS
The above, as well as other advantages of the present disclosure,
will become readily apparent to those skilled in, the art from the
following detailed description when considered in light of the
accompanying drawings in which:
FIG. 1 is a schematic perspective view of a vehicle including a
plurality of wheel end assemblies, wherein each of the wheel end
assemblies has a tire pressure management system;
FIG. 2 is a schematic perspective view of a rotary joint assembly
of a wheel end assembly illustrated in FIG. 1;
FIG. 3 is a schematic exploded view of the rotary joint assembly
illustrated in FIG. 2;
FIG. 4 is a schematic cross-sectional view of a portion of the
rotary joint assembly illustrated in FIGS. 2 and 3;
FIG. 5 is a schematic cross-sectional view of a rotary hub of the
rotary joint assembly illustrated in FIGS. 2 and 3;
FIG. 6 is a schematic detail view of portion of the rotary hub of
the rotary joint assembly illustrated in FIG. 5;
FIG. 7 is a schematic top perspective view of the rotary hub of the
rotary joint assembly illustrated in FIGS. 2-6;
FIG. 8 is a schematic bottom perspective view of a bearing cap of
the rotary joint assembly illustrated in FIGS. 2-6;
FIG. 9 is a schematic partially exploded view of the rotary joint
assembly illustrated in FIGS. 2-6 incorporated into the wheel end
assembly illustrated in FIG. 1; and
FIG. 10 is a schematic perspective view of a tire with the wheel
end assembly illustrated in FIGS. 1 and 9.
DETAILED DESCRIPTION
It is to be understood that the invention may assume various
alternative orientations and step sequences, except where expressly
specified to the contrary. It is also understood that the specific
devices and processes illustrated in the attached drawings, and
described in the specification are simply exemplary embodiments of
the inventive concepts disclosed and defined herein. Hence,
specific dimensions, directions or other physical characteristics
relating to the various embodiments disclosed are not to be
considered as limiting, unless expressly stated otherwise.
It is within the scope of this disclosure, and as a non-limiting
example, that a wheel end assembly with an external rotary joint
and a rotary joint with a venting mechanism may be used in
automotive, off-road vehicle, all-terrain vehicle, construction,
and structural applications. As a non-limiting example, the present
disclosure may be used in passenger vehicle, electric vehicle,
hybrid vehicle, commercial vehicle, autonomous vehicles,
semi-autonomous vehicles, and/or heavy vehicle applications. The
present disclosure may also be used in an axle assembly of a tandem
axle assembly, a tridem axle assembly, a single axle assembly,
and/or an electric axle assembly.
Referring to FIG. 1, FIG. 1 shows a schematic perspective view of a
vehicle 10 including a plurality of wheel end assemblies, wherein
each of the wheel end assemblies has a tire pressure management
system 18 according to an embodiment of the disclosure. The system
18 is described herein with reference to a pressurized fluid, such
as air. The system 18 may have inflate and/or deflate capability to
allow a tire pressure to be increased and/or decreased.
The vehicle 10 may be a motor vehicle like a truck, a bus, farm
equipment, a military transport or weaponry vehicle, or cargo
loading equipment for land, air, or marine vessels, in the
embodiment shown in FIG. 1, the vehicle 10 is configured as a truck
and may include a tractor 12 and a trailer 14. The trailer 14 may
be coupled to the tractor 12 and may be configured to receive
cargo.
As best seen in FIG. 1 and as a non-limiting example, the tractor
12 has a steer axle wheel end assembly 16, a first drive axle wheel
end assembly 30, and a second drive axle wheel end assembly 30A.
Embodiments of the system 18 are preferably used with the first
drive axle wheel end assembly 30 and the second drive axle wheel
end assembly 30A. However, it should be appreciated that the system
18 may be used with the steer axle wheel end assembly 16, instead
of the first drive axle wheel end assembly 30 and the second drive
axle wheel end assembly 30A.
As best shown in FIG. 1, each of the first drive axle wheel end
assembly 30 and the second drive axle wheel end assembly 30A is
associated with a tire 24. Each tire 24 contains air at a certain
pressure which will hereinafter be referred to as tire pressure. In
an embodiment, the first drive axle wheel end assembly 30 and the
second drive axle wheel end assembly 30A are similarly configured.
Each of the first drive axle wheel end assembly 30 and the second
drive axle wheel end assembly 30A includes a drive axle 32 and the
steer axle wheel end assembly 16 includes a steer axle not shown),
as shown in FIG. 9.
FIG. 1 also depicts a vehicle 10 with a fairing 20. The fairing 20
could be a serf bar or the like. In this embodiment, the system 18
is routed from the frame (not shown) of the vehicle 10 to the
fairing 20 and then to the first drive axle wheel end assembly 30
and/or the second drive axle wheel end assembly 30A. Pressurized
air may be routed using flexible air hoses 26 disposed on each of
the first drive axle wheel end assembly 30 and the second drive
axle wheel end assembly 30A.
As best shown in FIGS. 1 and 9, each of the first drive axle wheel
end assembly 30 and the second drive axle wheel end assembly 30A
includes a hub 28, wherein the hub 28 rotates with each of the
drive axles, in an embodiment, each of the air hoses 26 and their
respective connections to the first drive axle wheel end assembly
30 and the second drive axle wheel end assembly 30A do not
rotate.
As best shown in FIGS. 2-9, each of the first drive axle wheel end
assembly 30 and the second drive axle wheel end assembly 30A also
includes a rotary joint assembly 100. In an embodiment, the
respective rotary joint assembly 100 is disposed outboard of an
axle end portion 34 of one of the drive axles 32, As such, the
rotary joint assembly 100 is not integrated into the first drive
axle wheel end assembly 30 or the second drive axle wheel end
assembly 30A, but instead serves as an add-on assembly.
As best shown in FIGS. 2 and 3 and as a non-limiting example, the
rotary joint assembly 100 includes an external rotary joint 102, an
attachment bracket 104, and a plurality of spacers 106. The rotary
joint 102 allows for the coupling of various rotating members, such
as the first drive axle wheel end assembly 30, the second drive
axle wheel end assembly 30A, and the hubs 38 with various
non-rotating members, such as the air hoses 26.
The attachment bracket 104 has a plurality of attachment bracket
arms 108 radially spaced around an attachment bracket center ring
110. The attachment bracket center ring 110 may be an annular disk
with an inboard attachment bracket center ring surface 112 and an
outboard attachment bracket center ring surface 114. The attachment
bracket center ring 110 may have a plurality of attachment bracket
center ring apertures 116 extending therethrough.
In the embodiment shown in FIG. 2, each attachment bracket arm 108
has a proximal portion 118 disposed adjacent to an end of the
attachment bracket center ring 110, an end portion 112, and a step
portion 120 interposed between the proximal portion 118 and the end
portion 112. Each attachment bracket arm 108 has an inboard surface
124 and an outboard surface 126.
In an embodiment, the proximal portion 118 is attached at a first
proximal portion end 128 to the attachment bracket center ring 110.
The attachment bracket arm proximal portion 118 may be unitary with
the attachment bracket center ring 110 or may be attached by other
conventional means. The attachment arm proximal portion 118 extends
radially outward from the attachment bracket center ring 110.
In an embodiment, the step portion 120 may be unitary with the
proximal portion 118 or may be attached by other conventional
means. Similarly, the end portion 122 may be unitary with the step
portion 120 or may be attached by other conventional means. The
step portion 120 projects radially and axially outward from the
proximal portion 118 such that the step portion 120 may intersect
the proximal portion 118 at an angle greater than 90 degrees.
Similarly, the step portion 120 also intersects the end portion 122
at an angle greater than 90 degrees such that the end portion 122
projects radially outward horn the step portion 120. In some
embodiments, each end portion 122 may have an end portion aperture
138 extending therethrough, as shown in FIG. 3.
As best shown in FIGS. 3 and 7 and as a non-limiting example, the
rotary joint 102 includes a rotary hub 156, a tube spindle 158, an
air seal 160, a snap ring 162, a bearing assembly 164, a bearing
retainer ring 166, a bearing cap 168, a dirt excluder 170, one or
more fasteners 151, 152, and one or more hose fittings 254. In some
embodiments, the rotary joint 102 also includes an O-ring (not
shown).
In the embodiment shown in FIGS. 3 and 5, the rotary hub 156 is cup
shaped. One of ordinary skill in the art would understand that the
rotary hub 156 may also comprise other configurations. The rotary
hub 156 has a rotary hub base 172, where the rotary hub base 172 is
inboard and perpendicular to a rotary hub wall 174. In some
embodiments, the rotary hub wall 174 is curved so as to form a
cylinder-type shape. The rotary hub base 172 and rotary hub wall
174 together create the rotary hub hollow central chamber 176. The
rotary hub wall 174 may have different a thicknesses along its
axial dimension to accommodate various internal components in the
rotary hub hollow central chamber 176.
As best shown in FIG. 4, each spacer 106 has a spacer first end
140, an opposing spacer second end 142, and a spacer central bore
144 interposed between the spacer first end 140 and the spacer
second end 142. In an embodiment, the spacer first end 140 has a
spacer first end opening 146 that has a size and shape such that
the spacer first end opening 146 may be configured to fit over an
axle stud 148, as shown in FIGS. 9 and 10.
The spacer second end 142 has a spacer second end opening 150
having a size and shape such that the spacer second end opening 150
may be configured to receive a fastener 152. An outer face 154 of
the spacer second end 142 may be flat or otherwise formed to
provide a meeting surface with the inboard surface 124 at an end
portion 122 of one of the attachment bracket arms 108. As best
shown in FIG. 4 and as a non-limiting example, the fastener 152
fastens the spacer 106 with one of the attachment bracket arms
108.
In the embodiment shown in FIGS. 5 and 6, the rotary hub 156 has an
inner surface 178 that includes a rotary hub air chamber wall 180
extending axially outboard from the rotary hub base 172. The rotary
hub inner surface 178 extends radially outward from the rotary hub
air chamber wall 180, thereby forming an air seal surface 182
and/or an air seal wall 184. Also, the rotary hub inner surface 178
extends radially outward from the air seal wall 184 and then
radially inward to form a rotary hub snap ring groove 186.
In an embodiment, the rotary hub inner surface 178 extends axially
outboard from the rotary hub snap ring groove 186 to form a
secondary chamber wall 188. The rotary hub inner surface 178
extends axially outboard from the secondary chamber wall 188 to
form a bearing surface 190 and then the rotary hub inner surface
178 extends axially outboard from the bearing surface 190 to form a
rotary hub bearing chamber wall 192.
As best seen in FIG. 6 and as a non-limiting example, the bearing
surface 190 has an annular step-up ring 194 formed thereon wherein
the bearing surface 190 and the rotary hub bearing chamber wall 192
meet. The rotary hub bearing chamber wall 192 may have a bearing
chamber channel 196 formed therein running axially the length of
the rotary hub bearing chamber wall 192, including through the
annular step-up ring 194, such that the annular step-up ring 194
has a channel space 198 and does not form a complete circle around
the annular shape of the bearing surface 190, as shown specifically
in FIG. 7.
As best seen in FIG. 7 and as a non-limiting example, extending
radially outward from the rotary hub bearing chamber wall 192 and
the rotary hub inner surface 178 is the rotary hub outboard face
200. The bearing chamber channel 196 extends into the rotary hub
outboard face 200 at a point where the rotary hub outboard face 200
meets the rotary hub bearing chamber wall 192. In some embodiments,
the rotary hub outboard face 200 is perpendicular to the rotary hub
bearing chamber wall 192. The rotary hub outboard face 200 is an
annular surface with a plurality of rotary huh outboard face
apertures 202.
As best shown in FIG. 7 and as a non-limiting example, a rotary hub
outboard face valley 204 is disposed radially inward from the
rotary hub outboard face apertures 202. Within the rotary hub
outboard face valley 204 rises a rotary hub outboard face flow path
ring 206. The rotary hub outboard face flow path ring 206 divides
the rotary hub outboard face valley 204 into two portions: (1) an
outer rotary hub outboard face valley portion 208 which is radially
outward from the rotary hub outboard face flow path ring 206 and
(2) an inner rotary hub outboard face valley portion 210 which is
radially inward from the rotary hub outboard face flow path ring
206. In an embodiment, the outer rotary hub outboard face valley
portion 208 may be an O-ring groove for receiving an O-ring
therein.
As best shown in FIG. 7 and as a non-limiting example, the inner
rotary hub outboard face valley portion 210 is adjacent to the
rotary hub hollow central chamber 176. In, some embodiments, the
inner rotary hub outward face valley portion 210 has a divot 212.
The divot 212 extends only partially into the rotary hub outboard
face flow path ring 206, such that the rotary hub outboard face
flow path ring 206 forms a complete circle around the annular shape
of the rotary hub outboard face 200, but the inner rotary hub
outward face valley portion 210 does not. The divot 212 is the
outboard most portion of the bearing chamber channel 196.
As best shown in FIG. 5, on an inboard rotary hub end 214, the
rotary hub 15 may have a rotary hub base flange 216 that protrudes
perpendicularly and radially outward from a rotary hub outer
surface 218. In some embodiments, the rotary hub base flange 216
has rotary hub base flange apertures 220. The rotary hub outer
surface 218 may include a rotary hub fluid conduit port 222
configured to penetrate the rotary hub wall 174 to provide access
to the rotary hub hollow central chamber 176.
As best shown in FIGS. 5 and 6 and as a non-limiting example, the
tube spindle 158 includes a hollow tube with a tube spindle hollow
central chamber 224, a tube spindle first end 226 having a tube
spindle first opening 228 and a tube spindle second end 230 having
a tube spindle second opening 232. The tube spindle first opening
228 and tube spindle second opening 232 are in fluid communication
with the tube spindle hollow central chamber 224 and each
other.
In an embodiment, the tube spindle outer surface 234 may have a
tube spindle an chamber outer surface 236, wherein, the tube
spindle outer surface 234 extends axially outboard from the tube
spindle air chamber outer surface 236 to form a tube spindle air
seal notch 238. The tube spindle outer surface 234 may extend
axially outboard from the tube spindle air seal notch 238 to form a
tube spindle secondary chamber surface 240 and may extend radially
outward from the tube spindle secondary chamber surface 240 to form
a tube spindle bearing flange 242 having a bearing flange
thickness. The tube spindle outer surface 234 may also extends
axially outboard from the tube spindle bearing flange 242 to form a
tube spindle bearing, chamber wall 244 and may extend axially
outboard from to the tube spindle bearing chamber wall 244 to form
a bearing retainer ring notch 246. Further, the tube spindle outer
surface 234 may extend axially outboard from the bearing, retainer
ring notch 246 to form a tube spindle air escape space wall 248 and
may extend axially outboard from the tube spindle air escape space
wall 248 to form a tube spindle dirt excluder surface 250. Lastly,
the tube spindle outer surface 234 may extend axially outboard from
the tube spindle dirt excluder surface 250 to form a tube spindle
end section 252, which may be shaped to accommodate an inflow fluid
connector 254.
In the embodiment shown in FIGS. 5 and 6, the bearing assembly 164
has an inner race 258, an outer race 260, bearings 256, an upper
bearing seal 262, and a lower bearing seal 264. The inner race 258
has an inner race outer surface 266, an inner race inner surface
268, an inner race inboard surface 270, and an inner race outboard
surface 272. The outer race 260 has an outer race outer surface
274, an outer race inner surface 276, an outer race inboard surface
278, and an outer race outboard surface 280.
As best shown in FIGS. 5, 6, and 8 and as a non-limiting example,
the bearing cap 168 is an annular ring including a bearing cap
central bore 282, a first bearing cap surface 284, a second bearing
cap surface 286, and a plurality of bearing cap apertures 288
through the bearing cap 168 for receiving fasteners 151. On the
first bearing cap surface 284 is a bearing cap valley 290, radially
inward from the bearing cap apertures 288. Within the bearing cap
valley 290 rises a bearing cap flow path ring 292. The bearing cap
flow path ring 292 divides the bearing cap valley 290 into two
portions: (1) an outer bearing cap valley portion 294 which is
radially outward from the bearing cap flow path ring 292 and (2) an
inner bearing cap valley portion 296 which is radially inward from
the bearing cap flow path ring 292. The inner bearing cap valley
portion 296 is adjacent to the bearing cap central bore 282. The
bearing cap flow path ring 292 does not form a complete circle
around the annular ring shape of the bearing cap 168 due to a break
298 in the bearing cap flow path ring 292.
As best shown in FIG. 6, on the second bearing cap surface 286 is a
bearing cap protrusion 300 radially inward from the bearing cap
apertures 288. The bearing cap protrusion 300 is an annular ring
that extends axially outboard from the second bearing cap surface
286. The bearing cap protrusion 300 has a radially outward
protrusion surface 302, which is perpendicular to the second
bearing cap surface 286. The bearing cap protrusion 300 has an
external protrusion surface 304, which is parallel to the second
bearing cap surface 286 and perpendicular to the radially outward
protrusion surface 302. In addition, the bearing cap protrusion 300
has a radially inward protrusion surface 306 which is perpendicular
to the external protrusion surface 304 and parallel to the radially
outward protrusion surface 302. Lastly, radially inward from the
bearing cap protrusion 300, is a bearing cap ledge 308. The bearing
cap ledge 308 is perpendicular to and abutting the radially inward
protrusion surface 306 and parallel to the second bearing cap
surface 286, The bearing cap ledge 308 is adjacent to the bearing
cap central bore 282.
In an embodiment, the air seal 160 is annular and has an air seal
inboard surface 310, an air seal outboard surface 312, an air seal
radial outer surface 314, and an air seal radial inner surface 316.
The air seal 160 may have other features known in the art, such as
an air seal inboard surface 310 that is cleaved into an inner air
seal inboard surface 318 and an outer air seal inboard surface
320.
As best shown in FIG. 6, the dirt excluder 170 is an annular ring
of a general torus shape with a dirt excluder outboard surface 322,
a dirt excluder inboard surface 324, a dirt excluder inner surface
326, and a dirt excluder outer surface 328, The dirt excluder
outboard surface 322 may have a dirt excluder channel 330 formed
therein. The dirt excluder 170 may be used to stop water and debris
from entering the rotary joint 102 and to allow for venting if the
air seal 160 does not function as intended while maintaining the
exclusion of dirt and debris to the atmosphere.
As best shown in FIG. 6, the rotary joint assembly 100 may also
include a snap ring 162, a bearing retainer ring 166, an upper
bearing seal 262, fasteners 151, 152, and hose fittings 254.
As best shown in FIG. 9, the spacer 106 is configured to attach to
an axle stud 148 via the spacer first end opening 146 during
assembly of the rotary joint assembly 100 into one of the first
drive axle wheel end assembly 30 or the second drive axle wheel end
assembly 30A. As best shown in FIG. 4, the spacer second end
opening 150 abuts the attachment bracket arm end portion 122 on the
inboard attachment bracket arm surface 124. The spacer second end
opening 150 and the attachment bracket arm end portion aperture 138
align for receiving a fastener 152 therein.
As best shown in FIG. 5 and as a non-limiting example, the outboard
attachment bracket center ring surface 114 abuts the rotary hub
base flange 216. The attachment bracket center ring apertures 116
and the rotary hub base flange apertures 220 align for receiving a
fastener 151 therethrough. The above-described arrangement
accommodates the length of the spacer 106 while allowing for the
rotary joint 102 to not protrude unnecessarily far outboard from
the hub 28.
In an embodiment, the rotary hub fluid conduit port 222 in the
rotary hub 156 is able to receive an outflow fluid connector 332
allowing attachment of an outflow fluid conduit 334 to the rotary
hub 154. In some embodiments, the outflow fluid conduit 334 may
also connect to one of the tires 24. In one specific embodiment,
the outflow fluid connector 332 will be a pressurized air hose
fitting and the outflow fluid conduit 334 will be a pressurized air
hose.
In an embodiment, the air seal 160 resides in the rotary hub hollow
chamber 176. The inner air seal inboard surface 318 resides in the
tube spindle air seal notch 238. The outer air seal inboard surface
320 rests on the air seal surface 182 of the rotary hub 156. The
air seal radial outer 314 surface abuts the air seal wall 184 of
the rotary hub 156.
With the air seal 160 in place, an air chamber 336 may be formed
between the rotary hub base 172, rotary hub wall 174, rotary hub
fluid conduit port 222, air seal inboard surface 310, tube spindle
first opening 228, and tube spindle air chamber outer surface 236.
The air chamber 336 is in fluid communication with both the tube
spindle hollow central chamber 224 and the rotary hub fluid conduit
port 222.
As best shown in FIG. 6 and as a non-limiting example, the bearing
assembly 164 resides in a bearing chamber 340. The bearing chamber
340 is formed by the tube spindle bearing flange 242, bearing
surface 190 of the rotary bib 156, annular step-up ring 194 of the
rotary hub 156, the rotary hub bearing chamber wall 192, the
bearing retainer ring 166, the tube spindle bearing chamber wall
244, and the bearing cap 168. The inner race inboard surface 270
rests on the tube spindle bearing flange 242 and abuts the bearing
retainer ring 166 and the tube spindle bearing chamber wall
244.
As best shown in FIG. and as a non-limiting example, the inner race
outer surface 266 contacts the bearings 256. The outer race inboard
surface 278 rests on the annular step-up ring 194 of the rotary hub
156, except where the channel space 198 is present. Because the
outer race inboard surface 278 rests on the annular step-up ring
194, the lower bearing seal 264 and outer race 260 are separated
from the bearing surface 190, thereby forming an air escape passage
342 therebetween. The outer race outboard surface 280 abuts the
bearing cap 168, specifically the bearing cap flow path ring 292,
except where the break 298 in the bearing cap flow path ring 292 is
present. The outer race outer surface 274 abuts the rotary hub
hearing chamber wall 192, except where the bearing chamber channel
196 is present. The outer race inner surface 276 contacts the
bearings 256.
As best shown in FIGS. 5 and 6, the bearing cap 168 may rest on the
rotary hub outboard face 200 such that any given rotary hub
outboard face aperture 202 and a given bearing cap aperture 288
align and can receive a fastener 151. The first bearing cap surface
284 contacts the rotary hub outboard face 200 and O-ring (not
shown) residing in the outer rotary hub outboard face valley
portion 208 (i.e. O-ring groove) therein. The bearing cap flow path
ring 292 abuts the outer race outboard surface 280. The outer
bearing cap valley portion 294 straddles the contact point 344 of
the outer race outer surface 274 and the rotary hub bearing chamber
wall 192, thereby creating an air flow path 346 therein. The inner
bearing cap valley portion 296 extends over, but does not contact,
the bearing assembly 164, thereby creating an air escape space 348
therebetween. Thus, the air escape space 348 is formed between the
upper bearing seal 262, the bearing cap flow path ring 292, the
inner bearing cap valley portion 296, the bearing retainer ring 166
residing in the bearing retainer ring notch 246, the tube spindle
air escape space wall 248, and the dirt excluder inboard surface
324.
The secondary chamber 338, the air escape passage 342, the channel
space 198 of the annular step-up ring 194, the bearing chamber
channel 194, the divot 212 in the inner rotary hub outward face
valley portion 210, the air flow path 346, the break 298 in the
bearing cap flow path ring 292, and the air escape space 348 are
all in fluid communication with one another and form a venting
mechanism.
In an embodiment, the tube spindle second opening 232 is designed
to receive an inflow fluid connector 254 to enable fluid
communication from the tire pressure management system to the tube
spindle 158 and beyond via an inflow fluid conduit 350. In one
specific embodiment, the inflow fluid connector 254 will be a
pressurized air hose fitting and the inflow fluid conduit 350 will
be a pressurized air hose.
As shown in the figures of the present disclosure, the rotary hub
156 attaches to the wheel end assembly 22 and will rotate relative
to the tube spindle 158, the inflow fluid connector 254, the inflow
fluid conduit 350, the bearing retainer ring 166, and the inner
race 258 while the vehicle 10 is in motion. The dirt excluder 170
and the air seal 160 are designed to withstand a high number of
high speed revolutions during their lifespan.
For use of the described rotary joint 102 with the system 10,
pressurized air may be provided from a central supply line (not
shown) to the inflow fluid conduit 350. Pressurized air or other
fluid then passes into the tube spindle hollow central chamber 224
via the inflow fluid connector 254 into the air chamber 336 of the
rotary hub 156 and through the rotary hub conduit port 222, outflow
fluid connector 332, and outflow fluid conduit 334 to the tire 24
as necessary.
Under normal operating conditions, the venting mechanism is not in
fluid flow communication with the air chamber 336, the rotary hub
conduit port 222, or the tube spindle hollow central chamber 224.
However, if pressurized air escapes beyond the air seal 160, the
escaped air can find a way to atmosphere without going through the
bearing assembly 164. In other words, if pressurized air moves past
the air seal 160 into the secondary chamber 338, the air may travel
through the air escape passage 342, the channel space 198 of the
annular step-up ring 194, the bearing chamber channel 196, the
divot 212 in the inner rotary hub outward face valley portion 210,
the air flow path 346, the break 298 in the hearing cap flow path
ring 292, and the air escape space 348, past the dirt excluder 170
to atmosphere.
In an alternative embodiment, the venting mechanism does not
comprise the air escape passage 342, the channel space 198 of the
annular step-up ring 194, the bearing chamber channel 196, the
divot 212 in the inner rotary hub outward face valley portion 210,
or the air flow path 346. Instead, the air that escapes past the
air seal 160 travels around or through the bearing assembly 164
into the air flow path 346, through the break 298 in the bearing
cap flow path ring 292, through the an escape space 348 and past
the dirt excluder 170 to atmosphere.
It is to be understood that the various embodiments described in
this specification and as illustrated in the attached drawings are
simply exemplary embodiments illustrating the inventive concepts as
defined in the claims. As a result, it is to be understood that the
various embodiments described and illustrated may be combined to
from the inventive concepts defined in the appended claims.
In accordance with the provisions of the patent statutes, the
present invention has been described to represent what is
considered to represent the preferred embodiments. However, it
should be noted that this invention can be practiced in other ways
than those specifically illustrated and described without departing
from the spirit or scope of this invention.
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